Amphibian helicopter



May 29, 1951 J. D. CATALANO 2,554,938

AMPHIBIAN HELICOPTER Filed-July l, 1946 2 Sheets-Sheet 1 awe/WM JZJSfPH Q. 6277741. Awo.

y 29, 1951 J. D. CATALANO 2,554,938

AMPHIBIAN HELICOPTER Filed July 1, 1946 2 Sheets-Sheet 2 grwvwtov .7. WMZ M,

Patented May 29, 1951 UNITED STATES PATENT OFFICE 2,554,938 AMPHIBIAN HELICOPTER Joseph D.- Catalano, Baltimore, Md. Application July '1, 1946, Serial No. 680,555

4 Claims. (Cl. 244 102) This invention refers to aeronautic equipment and more particularly toflying machines of a universal applicability in that such can fly'in an autogyrating manner, ride on the highway and be amphibious, Without changing the structure of the machines. It has among its objects to provide a machine of this type that will be effective in each period of duty and have unusual practical features to render it safe and valuable in its functions. Another object is to have the device capable of being mechanically balanced to meet variations in the loads and the positioning of same. A further object is to provide a system of propulsion in horizontal directions that will be available for use in any of the periods of duty. Still another object is to provide a type of machine that will be more convenient to use and more adaptable for its practical pos sibilities in a type of structure that is simple in form and relatively economical to manufacture. A further object is to provide retractable pontoons so the device can land on, take off from or drive on the surface of a liquid. I

Other objects will become apparent as the invention is more fully set forth.

While amphibious vehicles have been emplayed practically for land and water uses, the development of such with the added function of being air-borne and amphibian is unusual. In the latter class, this invention has been mechanized to have the functions set forth in the three-fold manner. It also has the ability to balance and meet varying placement of weighting in the structure, through the use of mechanism operated by the user. The manner of propelling the machine is unique and is performed through the use of an encircled blower capable of functioning when the machine is in the air", on the land and in the water. This avoids the use of complicated transmission arrangements and keeps the structure simple and light.

In order to describe the construction of an amphibious helicopter vehicle embodying this invention by way of example, reference is made to the drawings in which:

Figure 1 is a view in perspective of an amphibian helicopter embodying this invention;

Figure 2 is a side elevation of Figure 1;

Figure 3 is a plan View of Figure 1 showing one of the collapsible pontoons expanded and set in position, While the other pontoon is shown in its collapsed and ordinary position;

Figure 4 is a sectional elevation of the engine mechanism used in this machine;

Figure 5' is a sectional plan View of portion of -2 the present collapsible pontoon operating mecha is c Figure 5a is a schematic showing of one of the pontoons in extended position;

Figure 5b is an elevation of Figure 5a;

Figure 6 is a sectional elevation of Figure 5; and

Figure 7 is a typical sectional view in perspective taken through one of the rotors.

Similar reference characters refer to similar parts throughout the drawings.

In the structure shown I represents the body proper of an amphibian. This body includes the chassis, 2, doors and windows, 3, seat accommodations and other incidental parts of a conventional body. The body in which the passengers and pilot travel, is preferably of the form indicated in the drawings. It tapers vertically from the lower half 5 towards a quasiapexed area 6 through which the shafts 'l and 8 respectively vertically project together, with a conventional pitch-tilting mechanism for the propellers HI and H respectively. Those skilled in the art are familiar with the details and operation of a pitch-tilting mechanism 9, so it is assumed to not require detailing in the drawings. The rotors are arranged to rotate together but in opposite directions 'on their respective shafts aud t. The upperrotor II is larger in diameter than the lower rotor I ll. The rotors are provided with slots 23 back of the leading edges 24. The shaft 1 holding the lower rotor I0 is hollow and holds the other shaft 8 internally and concentric'ally within it. Both propellor shafts are con-' nected to gearings l5 and 32 operating from the shaft [6 of a common engine unit H. A gear and chain transmission 36 couples the shafts l6 and 22 together; and is so arranged that it will permit longitudinal adjustment on the shafts when the engine unit I! is shifted in an axial direction. This engine unit is supported on rails l8 that allowit to be moved forward or aft along the horizontal axis plane of the body through the use of a screw bolt l9 and arrangement on the chassis and engine, which the operator works within the cabin or interior of the body I. The purpose of this reciprocating adjustment is to vary'thedistribution of the weight of engine in the vehicle so it can be suitably balanced. The engine is slidably arranged along the shaft ['6 with respect to the gearing so the position of the engine when adjustably set will not interfere with the proper operation of the shafts and rotors. The'engine runs on the rails,

ings I2. In order to unfold the pontoons, a motor 7 I24, controlled by the operator, is energized; This motor rotates a ,bevel gear 20 meshing with a ring gear 23 mounted on a shaft 35. This shaft extends through a stack of coaxial annular rings h corresponding in number to. the number. of sections comprising the pontoon, each an 2,554,933 I I I ing the vehicle through the air like an autogyro. If these rotors are rotating, their action is to raise the vehicle vertically while the fan is pushing same horizontally. In the water, the rotors I0 and I I are free while the fan pushes the vehicle through the water. Should the vehicle be overweight in the rear, the operator simply moves the engine and mechanism forward or backward on its rails to provide suitable balance. When the vehicle travels over the land, the driver simply guides the rear wheel 44 through steering wheel 31, steering mechanism 38, shaft 39 and yoke pin 40 as the vehicle is propelled along. The wheel is guided through the steering wheel 31 and steering mechanism 38 of conventional form. The wheels can be made retractable, if preferred. The operation of the device nular ring being integral with the rib of .e'a'ch] section. These rings are loosely carried by shaft 35 except that the ring of the leading riblc is keyed to the shaft. The trailing or rear rib I is secured-within the casing I2. When the motor I24'is operating -it will cause the leading rib k to rotate with the gear 23 and, in so doing, it will unwind-or open the other sections, fan like, since the ribs are flexibly connected as explained. When the motor is reversed, the leading rib It will force all the sections back in their respective casing I2. It will be readily understood that the pontoons may be formed with inflatable chambers. by providing two parallel sets of ribs and coverings for. each pontoon as shown in Figure 6. The pontoons have suflicient capacity to provide enough buoyancy to float the vehicle when landing on or taking off from the surface of swamps and bodies of water, etc. The front of the body 2| is rounded to facilitate the use of the body in its amphibian travelling. The rear part of the body is provided with a shield 25 which protects a propeller 29 that is designed with pusher blades 30 set to blow, backwards, with respect to the body. The fan blows the vehicle along in the air, on the land and in the sea according to its situation. The bottom of the body is preferably boat shaped, except where the requirements for wheels and other projecting portions require incidental modifications, to allow them to pass through in a water tight manner. The propeller fan 29 functions as a propeller and is mounted on a driving shaft 22 connected with the engine I'I through a transmission system of gears 36 and clutch mechanism 33 of conventional construction. The handle 34 operates the clutch and this transmission so as to control the speed and direction (forward or reverse) of this fan, and indirectly the horizontal movement of the vehicle in its travel through the'air, water or on land. The rotors I0 and control the vertical movement of the vehicle, either while the fan is operating or not.

In the operation of the vehicle, the engine is started in any conventional manner, and the transmission to the rotors I0 and II started, with the pitch-tilting mechanism 9 adjusting them to thedesirable angle. This induces the vehicle to'rise vertically off ground and rise in the air until ithas reached the altitude required. Then while leaving the'rotors running or not, the fan 29 is started to push the vehicle forward by moving thehandle 34 to engage the clutch mechanism 33 and transmission gearing with the engine. If the rotors I0 and II are not being operated by the engine at the time, they are left free to act as wings for the plane for carryis simple in that it does not require the various rudders, elevation or other parts of a conventional airplane, and is therefore much easier to operate. It-is adaptable to the threefold functioning as an amphibian and air borne, which increases the availability of the vehicle for a large field of uses, and this is afforded without increase in cost of manufacturing to any appreciable degree. The device is adaptable for observation purposes, and gives accessibility to canyons, rivers and places otherwise inaccessible for investigation, pleasure or rescue. Other features will be appreciated as its use becomes more universal.

The lower helicopter blade II] is shorter in spread than the upper blade I I to produce a more emcient lifting effect. The term pitch-tilting is the action of varying the angle of the propeller of the gyroscope as it cuts the atmosphere, so that the traction effect may be changed to suit the use or speed required of the airplane. This mechanism for doing this is well known, as it v has been adopted for many years in airplane practice.

While but one general form of the invention is shown in the drawings and described in the specifications, it is not desired to limit this ap-v plication forpatent to this particular form, as it is appreciated that other forms of construction could be made that would use the same principles and come within the scope of the appended claims:

Having thus described the invention, what is claimed is:

1. A landing device for an amphibious helicopter, comprising a body, said body having hollow housings on the sides thereof, a pontoon in each of said housings, each of said pontoons including a series of superposed ribs, flexible means interconnecting said ribs, and means for rotating the leading rib outwardly of said housings to unfold the pontoons whereby each succeeding rib will correspondingly rotate outwardly of the housings, said means being reversible to provide for folding of the pontoons backinto the hOUS'. ings.

2. A landing device for an amphibious helicopter, comprising a body, said body having hollow housings on each side thereof, a pontoon in each housing, said pontoons including a series of superposed ribs normally stacked up in the housings when in folded inoperative position, flexible means interconnecting said ribs whereby rotation of the top or leading rib causes unfolding of the pontoons, and means for rotating the leading rib to cause the unfolding, said means comprising a shaft keyed to the leading rib, are- 5 versible motor and gearing means between said UNITED STATES PATENTS motor and said shaft. J 3. A landing device asset forth in claim 1, Z 31: said pontoons having hollow chambers to provide 1 x 2, Gage 1 1915 bmyancy- 1,355,990 Merrill Oct; 19, 1920 4. A landing device as set forth in claim 2, sa1d 1 541 534 sander June 9 1925 pontoons having hollow, chambers to provide 2:070610 MyerS 161193? buoyancy 2,096,599 Thomas Oct. 19, 1937 2,135,073 Gerhardt et a1 Nov. 1, 1938 JOSEPH CATALANO- 10 2,338,935 Hafner Jan. 11, 1944 REFERENCES CITED FOREIGN PATENTS The following references are of record in the umbe un y Date file of this patent: 15 198,878 Switzerland Jan. 2, 1989 

